JP2021020658A - Vehicular control device - Google Patents

Abstract

To provide a vehicular control device capable of suppressing a feeling of slowness while suppressing a deterioration in driving feeling according to the responsiveness of boost pressure.SOLUTION: A vehicular electronic control device 100 includes: (a) a target operation point setting unit 102 which calculates a demand driving force Pwdem demanded of a vehicle 10, and which sets a target engine operation point OPengtgt through moderate change processing for obtaining an engine output Pe moderately changing with respect to a demand engine output Pedem achieving the demand driving force Pwdem; (b) a moderation rate setting unit 104 which changes a moderation rate τ used for the moderate change processing according to an amount ΔPchg of boost pressure change in an engine 12, and which sets the moderation rate τ to a smaller value when the amount ΔPchg of boost pressure change is small than when it is large; and (c) a drive control unit 106 which controls the engine 12 and a continuously variable transmission 60 so that an engine operation point OPeng becomes the target engine operation point OPengtgt.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device in which power output from an engine having a supercharger is transmitted to drive wheels via a continuously variable transmission.

Based on the required driving force calculated based on the accelerator operation amount, the target operating point of the engine is set through a slow change process for obtaining an engine output that changes slowly with respect to the required engine output that realizes this required driving force. Vehicle controls are known. For example, the vehicle control device described in Patent Document 1 is that. Patent Document 1 discloses that a required driving force is subjected to a slow change process, and a target operating point of the engine is set through the drive force subjected to the slow change process.

JP-A-2009-1666559

By the way, by slowly changing the engine output with respect to the required engine output, the vehicle speed can be increased as the engine speed increases during vehicle acceleration, the so-called rubber band feel is suppressed, and the driving feeling is improved. .. However, in an engine having a supercharger, depending on the responsiveness of the supercharging pressure, the response delay of the supercharging pressure and the gradual change of the engine output are combined to cause a feeling of sluggishness, which worsens the driving feeling. There is a risk of

The present invention has been made in the context of the above circumstances, and an object of the present invention is to suppress a feeling of sluggishness while suppressing deterioration of driving feeling according to the responsiveness of boost pressure. The purpose is to provide a control device.

The gist of the first invention is (a) a control device for a vehicle including an engine having a supercharger and a stepless transmission provided in a power transmission path between the engine and drive wheels. (B) The required driving force required for the vehicle is calculated based on the accelerator operating amount, and the required engine output for realizing the calculated required driving force is obtained based on the calculated required driving force. On the other hand, the target operating point setting unit that sets the target operating point of the engine through the slow changing process for obtaining the slowly changing engine output, and (c) the supercharging rate used for the slow changing process in the engine. A smoothing rate setting unit that changes according to the amount of change in pressure and sets the smoothing rate to a smaller value when the amount of change in the boost pressure is small than when it is large, and (d) the engine A drive control unit that controls the engine and the stepless transmission so that the operating point becomes the target operating point is provided.

The gist of the second invention is that, in the first invention, the smoothing rate setting unit further changes the smoothing rate according to the amount of change in the engine rotation speed, and the amount of change in the engine rotation speed is When it is large, the smoothing rate is set to a larger value than when it is small.

The gist of the third invention is that, in the first invention or the second invention, the smoothing rate setting unit further changes the smoothing rate according to the amount of change in the required driving force, and the required driving force. When the amount of change in force is large, the smoothing rate is set to a larger value than when it is small.

The gist of the fourth invention is that in any one of the first to third inventions, (a) the vehicle is provided with a rotating machine connected to the power transmission path, and (b) the above. The further rate setting unit further changes the smoothing rate according to the torque assist rate of the rotating machine, and sets the smoothing rate to a larger value when the torque assist rate is small than when it is large. There is.

According to the vehicle control device of the first invention, (a) the required driving force required for the vehicle is calculated based on the accelerator operating amount, and the calculated required driving force is calculated based on the calculated required driving force. A target operating point setting unit that sets the target operating point of the engine through a slow change process for obtaining an engine output that changes slowly with respect to the required engine output that realizes the force, and (b) do not use it for the slow change process. A smoothing rate setting unit that changes the rate according to the amount of change in the boost pressure in the engine, and sets the smoothing rate to a smaller value when the change in the boost pressure is small than when it is large. And (c) a drive control unit that controls the engine and the continuously variable transmission so that the operating point of the engine becomes the target operating point. When the amount of change in boost pressure is large, the smoothing rate used for slow change processing is set to a relatively large value, which suppresses the rubber band feel, and when the amount of change in boost pressure is small, By setting the smoothing rate used for the slow change processing to a relatively small value, the feeling of sluggishness is suppressed. As a result, the rubber band feel is suppressed by the slow change treatment, the deterioration of the driving feeling is suppressed, and the feeling of sluggishness when the amount of change in the boost pressure is small can be suppressed.

According to the vehicle control device of the second invention, in the first invention, the smoothing rate setting unit further changes the smoothing rate according to the amount of change in the engine rotation speed, and changes in the engine rotation speed. When the amount is large, the smoothing rate is set to a larger value than when the amount is small. When the amount of change in engine speed is large, the rubber band feel tends to be noticeable, but when the amount of change in engine speed is large, the smoothing rate is set to a relatively large value, so the rubber band feel. Is suppressed and the driving feeling is improved.

According to the vehicle control device of the third invention, in the first invention or the second invention, the smoothing rate setting unit further changes the smoothing rate according to the amount of change in the required driving force. When the amount of change in the required driving force is large, the smoothing rate is set to a larger value than when it is small. When the amount of change in the required driving force is large, the vehicle speed is greatly increased and a rubber band feel is likely to occur, but when the amount of change in the required driving force is large, the smoothing rate is relative. Because it is set to a large value, the rubber band feel is suppressed and the driving feeling is improved.

According to the vehicle control device of the fourth invention, in any one of the first to third inventions, (a) the vehicle includes a rotating machine connected to the power transmission path, and (b). The smoothing rate setting unit further changes the smoothing rate according to the torque assist rate of the rotating machine, and when the torque assist rate is small, the smoothing rate is increased to a larger value than when the torque assist rate is large. Set. When the torque assist rate of the rotating machine is small, the change in the operating point of the engine becomes larger than when it is large, and a rubber band feel is likely to occur. When the torque assist rate is small, the smoothing rate is set to a larger value than when it is large, so that the operating point of the engine can be changed slowly, so the rubber band feel is suppressed and the driving feeling is improved. To do.

FIG. 3 is a schematic configuration diagram of a vehicle equipped with the electronic control device according to the first embodiment of the present invention, and is a functional block diagram showing a main part of a control function for various controls in the vehicle. It is a figure explaining the schematic structure of the engine shown in FIG. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in the differential part shown in FIG. It is a figure which shows an example of the optimum engine operating point on the two-dimensional coordinates which makes an engine rotation speed and an engine torque variable. It is a figure which shows an example of the power source switching map used for the switching control between EV running and HV running. It is an engagement operation table explaining the relationship between each traveling mode and the combination of the operating states of the clutch and the brake used for it. It is a figure explaining the relationship between the amount of change of an engine rotation speed, and the smoothing rate. It is a figure explaining the relationship between the change amount of the required driving force and the smoothing rate. It is a figure explaining the relationship between the torque assist rate and the smoothing rate. This is an example of a flowchart for explaining the main part of the control operation of the electronic control device. This is an example of a time chart when the control operation of the electronic control device shown in FIG. 10 is executed. It is a schematic block diagram of the vehicle which is equipped with the electronic control device which concerns on Example 2 of this invention, and is the functional block diagram which shows the main part of the control function for various control in a vehicle. It is an engagement operation table explaining the relationship between the shift operation of the stepped transmission part shown in FIG. 12 and the combination of the operation states of the engagement device used therefor. FIG. 3 is a schematic configuration diagram of a vehicle equipped with the electronic control device according to the third embodiment of the present invention, and is a functional block diagram showing a main part of a control function for various controls in the vehicle.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or deformed, and the dimensional ratios and shapes of each part are not necessarily drawn accurately.

FIG. 1 is a schematic configuration diagram of a vehicle 10 on which the electronic control device 100 according to the first embodiment of the present invention is mounted, and is a functional block diagram showing a main part of a control function for various controls in the vehicle 10. .. The vehicle 10 is a hybrid vehicle including an engine 12, a first rotary machine MG1, a second rotary machine MG2, a power transmission device 14, and a drive wheel 16.

FIG. 2 is a diagram illustrating a schematic configuration of the engine 12 shown in FIG. The engine 12 is a power source for traveling of the vehicle 10, and is a known internal combustion engine such as a gasoline engine or a diesel engine having a supercharger 18, that is, an engine with a supercharger 18. An intake pipe 20 is provided in the intake system of the engine 12, and the intake pipe 20 is connected to an intake manifold 22 attached to the engine body 12a. An exhaust pipe 24 is provided in the exhaust system of the engine 12, and the exhaust pipe 24 is connected to an exhaust manifold 26 attached to the engine body 12a. The supercharger 18 is a known exhaust turbine type supercharger, that is, a turbocharger, which has a compressor 18c provided in the intake pipe 20 and a turbine 18t provided in the exhaust pipe 24. The turbine 18t is rotationally driven by an exhaust gas, that is, an exhaust flow. The compressor 18c is connected to the turbine 18t. By rotationally driving the compressor 18c by the turbine 18t, the intake air to the engine 12, that is, the intake air is compressed.

The exhaust pipe 24 is provided with an exhaust bypass 28 for allowing exhaust to flow by bypassing the turbine 18t from the upstream side to the downstream side of the turbine 18t. The exhaust bypass 28 is provided with a wastegate valve 30 (hereinafter, referred to as “WGV30”) for continuously controlling the ratio of the exhaust gas passing through the turbine 18t and the exhaust gas passing through the exhaust bypass 28. .. In the WGV 30, the valve opening degree is continuously adjusted by operating an actuator (not shown) by the electronic control device 100 described later. The larger the valve opening degree of the WGV 30, the easier it is for the exhaust gas of the engine 12 to be exhausted through the exhaust bypass 28. Therefore, in the supercharged state of the engine 12 in which the supercharging action of the supercharger 18 is effective, the supercharging pressure Pchg [Pa] by the supercharger 18 becomes lower as the valve opening degree of the WGV 30 is larger. The supercharging pressure Pchg by the supercharger 18 is the pressure of the intake air, and is the air pressure on the downstream side of the compressor 18c in the intake pipe 20. The side with a low supercharging pressure Pchg is, for example, the side with the intake pressure in the non-supercharged state of the engine 12 in which the supercharging action of the supercharger 18 is not effective at all. In other words, the supercharger 18 is provided. It is the side that becomes the intake pressure in the engine that is not.

An air cleaner 32 is provided at the inlet of the intake pipe 20, and an air flow meter 34 for measuring the intake air amount of the engine 12 is provided in the intake pipe 20 downstream of the air cleaner 32 and upstream of the compressor 18c. .. The intake pipe 20 downstream of the compressor 18c is provided with an intercooler 36, which is a heat exchanger that exchanges heat between the intake air and the outside air or cooling water to cool the intake air compressed by the supercharger 18. ing. The intake pipe 20 downstream of the intercooler 36 and upstream of the intake manifold 22 is provided with an electronic throttle valve 38 whose opening and closing is controlled by operating a throttle actuator (not shown) by an electronic control device 100 described later. Has been done. The intake pipe 20 between the intercooler 36 and the electronic throttle valve 38 has a boost pressure sensor 40 that detects the boost pressure Pchg by the supercharger 18, and an intake temperature sensor 42 that detects the intake temperature, which is the intake temperature. Is provided. Near the electronic throttle valve 38 For example, the throttle actuator is provided with a throttle valve opening sensor 44 that detects the throttle valve opening degree θth [%], which is the opening degree of the electronic throttle valve 38.

The intake pipe 20 is provided with an air recirculation bypass 46 for recirculating air by bypassing the compressor 18c from the downstream side to the upstream side of the compressor 18c. The air recirculation bypass 46 is provided with an air bypass valve 48 for suppressing the occurrence of a surge and protecting the compressor 18c by opening the electronic throttle valve 38, for example, when the electronic throttle valve 38 is suddenly closed.

The engine 12 is the output torque of the engine 12 by controlling the engine control device 50 (see FIG. 1) including the electronic throttle valve 38, the fuel injection device, the ignition device, the WGV30, and the like by the electronic control device 100 described later. The engine torque Te [Nm] is controlled.

Returning to FIG. 1, the first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotating machine MG1 and the second rotating machine MG2 can be a power source for traveling of the vehicle 10. The first rotating machine MG1 and the second rotating machine MG2 are each connected to the battery 54 provided in the vehicle 10 via the inverter 52 provided in the vehicle 10. In the first rotary machine MG1 and the second rotary machine MG2, the MG1 torque Tg [Nm] and the second rotary machine MG1, which are the output torques of the first rotary machine MG1, are controlled by controlling the inverter 52 by the electronic control device 100 described later, respectively. The MG2 torque Tm [Nm], which is the output torque of the rotary machine MG2, is controlled. For example, in the case of forward rotation, the output torque of the rotating machine is power running torque for the positive torque on the acceleration side and regenerative torque for the negative torque on the deceleration side. The battery 54 is a power storage device that transmits and receives electric power to each of the first rotating machine MG1 and the second rotating machine MG2. The first rotating machine MG1 and the second rotating machine MG2 are provided in a case 56 which is a non-rotating member attached to a vehicle body.

The power transmission device 14 includes a transmission unit 58, a differential unit 60, a driven gear 62, a driven shaft 64, a final gear 66, a differential gear 68, a reduction gear 70, and the like in the case 56. The transmission unit 58 and the differential unit 60 are arranged coaxially with the input shaft 72, which is an input rotation member of the transmission unit 58. The transmission unit 58 is connected to the engine 12 via an input shaft 72 or the like. The differential unit 60 is connected in series with the transmission unit 58. The driven gear 62 meshes with the drive gear 74, which is an output rotating member of the differential unit 60. The driven shaft 64 firmly fixes the driven gear 62 and the final gear 66 so that they cannot rotate relative to each other. The final gear 66 has a smaller diameter than the driven gear 62. The differential gear 68 meshes with the final gear 66 via the differential ring gear 68a. The reduction gear 70 has a smaller diameter than the driven gear 62 and meshes with the driven gear 62. A rotor shaft 76 of the second rotating machine MG2, which is arranged in parallel with the input shaft 72 separately from the input shaft 72, is connected to the reduction gear 70, and the second rotating machine MG2 is connected so as to be able to transmit power. ing. The power transmission device 14 includes an axle 78 and the like connected to the differential gear 68. The second rotary machine MG2 of the present embodiment corresponds to the "rotary machine" in the present invention.

The power transmission device 14 configured in this way is suitably used for a vehicle of the FF (front engine / front drive) system or the RR (rear engine / rear drive) system. In the power transmission device 14, the power output from the engine 12, the first rotary machine MG1, and the second rotary machine MG2 is transmitted to the driven gear 62, respectively. The power transmitted to the driven gear 62 is sequentially transmitted to the drive wheels 16 via the final gear 66, the differential gear 68, the axle 78, and the like. In this way, the second rotary machine MG2 is connected to the drive wheels 16 so as to be able to transmit power. A power transmission path in which a transmission unit 58, a differential unit 60, a driven gear 62, a driven shaft 64, a final gear 66, a differential gear 68, and an axle 78 of the power transmission device 14 are provided between the engine 12 and the drive wheels 16. It constitutes PT.

The transmission 58 includes a first planetary gear mechanism 80, a clutch C1, and a brake B1. The first planetary gear mechanism 80 is a known single pinion type planetary gear device including a sun gear S0, a carrier CA0, and a ring gear R0. The differential unit 60 includes a second planetary gear mechanism 82. The second planetary gear mechanism 82 is a known single pinion type planetary gear device including a sun gear S1, a carrier CA1, and a ring gear R1.

The clutch C1 and the brake B1 are hydraulic friction engaging devices composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The clutch C1 and the brake B1 are controlled by the electronic control device 100 described later in the hydraulic control circuit 84 provided in the vehicle 10, so that the clutch C1 and the brake B1 are controlled according to the pressure-regulated hydraulic pressure output from the hydraulic control circuit 84. The operating state, which is a state such as engagement or disengagement, can be switched.

The first planetary gear mechanism 80, the second planetary gear mechanism 82, the clutch C1, and the brake B1 are connected as shown in FIG.

When both the clutch C1 and the brake B1 are released, the differential of the first planetary gear mechanism 80 is allowed. In this state, since the reaction torque of the engine torque Te cannot be obtained by the sun gear S0, the transmission unit 58 is in a neutral state, that is, a neutral state in which mechanical power transmission is impossible. In the state where the clutch C1 is engaged and the brake B1 is released, each rotating element of the first planetary gear mechanism 80 is rotated integrally. In this state, the rotation of the engine 12 is transmitted from the ring gear R0 to the carrier CA1 at a constant velocity. When the clutch C1 is released and the brake B1 is engaged, the rotation of the sun gear S0 is stopped by the first planetary gear mechanism 80, and the rotation of the ring gear R0 is faster than the rotation of the carrier CA0. In this state, the rotation of the engine 12 is accelerated and output from the ring gear R0.

In this way, the transmission 58 can be switched between a low gear whose gear ratio is in a directly connected state of "1.0" and a high gear whose gear ratio is in an overdrive state of, for example, "0.7". Functions as a stepped transmission. When the clutch C1 and the brake B1 are engaged together, the first planetary gear mechanism 80 stops the rotation of each rotating element. In this state, the rotation of the ring gear R0, which is the output rotating member of the transmission unit 58, is stopped, so that the rotation of the carrier CA1, which is the input rotating member of the differential unit 60, is stopped.

In the second planetary gear mechanism 82, the carrier CA1 is a rotating element connected to the ring gear R0, which is an output rotating member of the speed change unit 58, and functions as an input rotating member of the differential unit 60. The sun gear S1 is a rotating element integrally connected to the rotor shaft 86 of the first rotating machine MG1 and to which the first rotating machine MG1 is connected so as to be able to transmit power. The ring gear R1 is integrally connected to the drive gear 74, is a rotating element connected to the drive wheels 16 so as to be able to transmit power, and functions as an output rotating member of the differential unit 60.

The second planetary gear mechanism 82 is a power splitting mechanism that mechanically divides the power of the engine 12 input to the carrier CA1 via the transmission unit 58 into the first rotary machine MG1 and the drive gear 74. That is, the second planetary gear mechanism 82 is a differential mechanism that divides and transmits the power of the engine 12 to the drive wheels 16 and the first rotary machine MG1. In the second planetary gear mechanism 82, the carrier CA1 functions as an input element, the sun gear S1 functions as a reaction force element, and the ring gear R1 functions as an output element. The differential unit 60 controls the operating state of the first rotating machine MG1 connected to the second planetary gear mechanism 82 so as to be able to transmit power, so that the differential state of the second planetary gear mechanism 82 (that is, the differential unit 60) is controlled. (Differential state) is controlled by an electric transmission mechanism, for example, an electric continuously variable transmission. The differential unit 60, which is a continuously variable transmission, is provided in the power transmission path PT. The first rotary machine MG1 is a rotary machine to which the power of the engine 12 is transmitted. Since the transmission unit 58 is an overdrive, the torque increase of the first rotary machine MG1 is suppressed. The differential unit 60 corresponds to the "continuously variable transmission" in the present invention.

FIG. 3 is a collinear diagram showing the relative relationship of the rotation speeds of each rotating element in the differential unit 60 shown in FIG. In FIG. 3, the three vertical lines Y1, Y2, and Y3 correspond to the three rotating elements of the second planetary gear mechanism 82 constituting the differential unit 60. The vertical line Y1 represents the rotation speed of the sun gear S1 which is the second rotating element RE2 to which the first rotating machine MG1 (see “MG1” shown in FIG. 3) is connected. The vertical line Y2 represents the rotation speed of the carrier CA1 which is the first rotation element RE1 to which the engine 12 (see “ENG” shown in FIG. 3) is connected via the transmission unit 58. The vertical line Y3 represents the rotation speed of the ring gear R1 which is the third rotating element RE3 integrally connected to the drive gear 74 (see “OUT” shown in FIG. 3). A second rotary machine MG2 (see “MG2” shown in FIG. 3) is connected to the driven gear 62 that meshes with the drive gear 74 via a reduction gear 70 or the like. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio ρ of the second planetary gear mechanism 82 (= the number of teeth of the sun gear S1 / the number of teeth of the ring gear R1). When the distance between the sun gear S1 and the carrier CA1 is the distance corresponding to "1" in the relationship between the vertical axes of the collinear diagram, the distance between the carrier CA1 and the ring gear R1 is the distance corresponding to the gear ratio ρ. ..

A mechanical oil pump (see “MOP” shown in FIG. 3) provided in the vehicle 10 is connected to the carrier CA1. This mechanical oil pump is driven by the rotation of the carrier CA1 to supply oil used for each engagement operation of the clutch C1 and the brake B1 and for lubrication and cooling of each part. When the rotation of the carrier CA1 is stopped, oil is supplied by an electric oil pump (not shown) provided in the vehicle 10.

The solid line Lef in FIG. 3 shows an example of the relative speed of each rotating element in forward traveling in the HV traveling mode, which is a traveling mode capable of HV traveling (hybrid traveling) traveling with at least the engine 12 as a power source. The solid line Ler in FIG. 3 shows an example of the relative speed of each rotating element in the reverse traveling in the HV traveling mode.

In the HV traveling mode, in the second planetary gear mechanism 82, for example, the reaction force torque which is the negative torque of the first rotary machine MG1 with respect to the engine torque Te which is the positive torque input to the carrier CA1 via the transmission unit 58. When the MG1 torque Tg is input to the sun gear S1, the engine direct torque Td [Nm], which is a positive torque, appears in the ring gear R1. For example, when the clutch C1 is engaged and the brake B1 is released so that the transmission 58 is directly connected to the gear ratio "1.0", a reaction force is applied to the engine torque Te input to the carrier CA1. When MG1 torque Tg {= −ρ / (1 + ρ) × Te}, which is the torque, is input to the sun gear S1, the engine direct torque Td {= Te / (1 + ρ) = − (1 / ρ) × Tg is applied to the ring gear R1. } Appears. Then, the total torque of the engine direct torque Td and the MG2 torque Tm transmitted to the driven gears 62 can be transmitted to the drive wheels 16 as the drive torque Tw [Nm] of the vehicle 10 according to the required driving force Pwdem [N]. ..

The first rotary machine MG1 functions as a generator when a negative torque is generated in the forward rotation. The generated power Wg [W] of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg. The MG2 torque Tm during forward running is a force running torque that is a positive torque for forward rotation, and the MG2 torque Tm during reverse running is a power running torque that is a negative torque for negative rotation.

The differential unit 60 can be operated as an electric continuously variable transmission. For example, in the HV traveling mode, the operating state of the first rotary machine MG1 is controlled with respect to the output rotation speed No [rpm], which is the rotation speed of the drive gear 74 constrained by the rotation of the drive wheels 16. When the rotation speed of the 1-rotation machine MG1, that is, the rotation speed of the sun gear S1 is increased or decreased, the rotation speed of the carrier CA1 is increased or decreased. Since the carrier CA1 is connected to the engine 12 via the transmission 58, the rotation speed of the carrier CA1 is increased or decreased, so that the engine rotation speed Ne [rpm], which is the rotation speed of the engine 12, is increased or decreased. Be made to. Therefore, in HV driving, it is possible to control to set the engine operating point OPeng to an efficient operating point. This type of hybrid type is called a mechanical split type or a split type. The first rotary machine MG1 is a rotary machine capable of controlling the engine rotation speed Ne. The engine operating point OPeng is the operating point of the engine 12 represented by the engine rotation speed Ne and the engine torque Te. The engine operating point OPeng corresponds to the "engine operating point" in the present invention.

The broken line Lm1 in FIG. 3 indicates each rotating element in the forward traveling in the independently driven EV traveling mode capable of EV traveling (motor traveling) using only the second rotating machine MG2 as a power source while the operation of the engine 12 is stopped. An example of relative speed is shown. In the independent drive EV driving mode, both the clutch C1 and the brake B1 are released and the transmission unit 58 is in the neutral state, so that the differential unit 60 is also in the neutral state. In this state, the MG2 torque Tm is the drive torque of the vehicle 10. It can be transmitted to the drive wheels 16 as Tw. In the single drive EV traveling mode, the first rotary machine MG1 is maintained at zero rotation, for example, in order to reduce the drag loss in the first rotary machine MG1. For example, even if the control for maintaining the first rotary machine MG1 at zero rotation is performed, the drive torque Tw is not affected because the differential unit 60 is in the neutral state.

The broken line Lm2 in FIG. 3 indicates each of the forward running in the dual drive EV running mode capable of EV running using both the first rotating machine MG1 and the second rotating machine MG2 as the power source while the operation of the engine 12 is stopped. An example of the relative velocity of the rotating element is shown. In the dual drive EV traveling mode, the clutch C1 and the brake B1 are engaged together to stop the rotation of each rotating element of the first planetary gear mechanism 80, so that the carrier CA1 is stopped at zero rotation. In this state, the MG1 The torque Tg and the MG2 torque Tm can be transmitted to the drive wheels 16 as the drive torque Tw of the vehicle 10.

FIG. 4 is a diagram showing an example of the optimum engine operating point OPengf on the two-dimensional coordinates with the engine rotation speed Ne and the engine torque Te as variables. In FIG. 4, the maximum efficiency line Leng shows a set of optimum engine operating points OPengf. The equal engine output lines (equal power lines) Lpw1, Lpw2, and Lpw3 show an example when the required engine output (required engine power) Pedem [W] is the required engine output Pe1, Pe2, and Pe3, respectively. Point A is the engine operating point OPengA when the required engine output Pe1 is realized on the optimum engine operating point OPengf, and point B is the engine operating point when the required engine output Pe3 is realized on the optimum engine operating point OPengf. OPengB. Points A and B are also target values of the engine operating point OPeng represented by the target engine speed Netgt and the target engine torque Tetgt, that is, the target engine operating point OPengtgt, respectively. By increasing the accelerator opening θacc [%] (for example, increasing the accelerator opening θacc based on the driver's stepping-up operation of the accelerator pedal (not shown)), for example, the target engine operating point OPengtgt is changed from point A to point B. If so, the engine operating point OPeng is controlled to change on the path a passing on the maximum efficiency line Leng, or the engine operating point OPeng is controlled to change on the path b once leaving the maximum efficiency line Leng. The target engine operating point OPengtgt corresponds to the "target operating point" in the present invention. The accelerator opening degree θacc represents the amount of acceleration required by the driver, and corresponds to the “accelerator operation amount” in the present invention.

Although not shown in FIG. 4, strictly speaking, in the engine 12 with a supercharger 18, the optimum engine operating point OPengf that maximizes fuel consumption is supercharged in addition to the engine speed Ne and engine torque Te. The pressure Pchg is also stored in advance as a variable. The supercharging pressure Pchg when the required engine output Pedem is realized on the optimum engine operating point OPengf is the target supercharging pressure Pchgtgt [Pa].

FIG. 5 is a diagram showing an example of a power source switching map used for switching control between EV traveling and HV traveling. In FIG. 5, the solid line Lswp is a boundary line between the EV traveling region and the HV traveling region for switching between EV traveling and HV traveling. A region in which the vehicle speed V [km / h] is relatively low and the required driving torque Twdem [Nm] is relatively low (that is, the required driving force Pwdem is relatively small) is predetermined in the EV traveling region. A region in which the vehicle speed V is relatively high or the required driving torque Twdem is relatively high (that is, the required driving force Pwdem is relatively large) is predetermined in the HV traveling region. When the charge state value SOC [%] of the battery 54, which will be described later, is lower than a predetermined value, or when the engine 12 needs to be warmed up, the EV traveling region in FIG. 5 may be changed to the HV traveling region. This predetermined value is a predetermined threshold value for determining that the charging state value SOC needs to forcibly start the engine 12 to charge the battery 54.

FIG. 6 is an engagement operation table for explaining the relationship between each traveling mode and the combination of the operating states of the clutch C1 and the brake B1 used therein. In FIG. 6, “◯” indicates an engaged state, “blank” indicates an released state, and “Δ” indicates the clutch C1 and the brake B1 when the engine brake in the rotation stopped state is used together with the engine brake. Indicates that either one is engaged. Further, "G" indicates that the first rotating machine MG1 mainly functions as a generator, and "M" causes each of the first rotating machine MG1 and the second rotating machine MG2 to mainly function as a motor when driving, and regenerates. Sometimes it indicates that it mainly functions as a generator. The vehicle 10 can selectively realize the EV traveling mode and the HV traveling mode as the traveling modes. The EV drive mode has two modes, a single drive EV drive mode and a dual drive EV drive mode.

The independently driven EV traveling mode is realized in a state where both the clutch C1 and the brake B1 are released. In the single drive EV traveling mode, the clutch C1 and the brake B1 are released to put the transmission unit 58 in the neutral state. When the transmission unit 58 is in the neutral state, the differential unit 60 is in the neutral state in which the reaction force torque of MG1 torque Tg cannot be taken by the carrier CA1 connected to the ring gear R0. In this state, the electronic control device 100 outputs the MG2 torque Tm for traveling from the second rotary machine MG2 (see the broken line Lm1 shown in FIG. 3). In the stand-alone drive EV traveling mode, it is also possible to reverse-rotate the second rotary machine MG2 with respect to the forward traveling to reversely travel.

In the single drive EV traveling mode, the ring gear R0 is rotated by the carrier CA1, but since the transmission unit 58 is in the neutral state, the engine 12 is not rotated and is stopped at zero rotation. Therefore, when the regeneration control is performed by the second rotary machine MG2 during the traveling in the single drive EV traveling mode, the regeneration amount can be increased. When the battery 54 is in a fully charged state and regenerative energy cannot be obtained during traveling in the independent drive EV traveling mode, it is conceivable to use an engine brake together. When the engine brake is used together, the brake B1 or the clutch C1 is engaged (see "combined use of engine brake" shown in FIG. 6). When the brake B1 or the clutch C1 is engaged, the engine 12 is brought into a rotating state and the engine brake is applied.

The dual drive EV traveling mode is realized in a state where the clutch C1 and the brake B1 are both engaged. In the dual drive EV traveling mode, the clutch C1 and the brake B1 are engaged to stop the rotation of each rotating element of the first planetary gear mechanism 80, the engine 12 is stopped at zero rotation, and the ring gear R0. The rotation of the carrier CA1 connected to is stopped. When the rotation of the carrier CA1 is stopped, the reaction torque of the MG1 torque Tg can be obtained by the carrier CA1, so that the MG1 torque Tg can be mechanically output from the ring gear R1 and transmitted to the drive wheels 16. In this state, the electronic control device 100 outputs MG1 torque Tg and MG2 torque Tm for traveling from the first rotating machine MG1 and the second rotating machine MG2, respectively (see the broken line Lm2 shown in FIG. 3). In the dual-drive EV traveling mode, both the first rotating machine MG1 and the second rotating machine MG2 are set to reverse rotation with respect to the forward traveling, so that the traveling is reverse.

The low state of the HV traveling mode is realized in a state in which the clutch C1 is engaged and a state in which the brake B1 is released. In the low state of the HV traveling mode, the clutch C1 is engaged to integrally rotate the rotating elements of the first planetary gear mechanism 80, and the speed change unit 58 is directly connected. Therefore, the rotation of the engine 12 is transmitted from the ring gear R0 to the carrier CA1 at a constant velocity. The high state of the HV driving mode is realized in a state in which the brake B1 is engaged and a state in which the clutch C1 is released. In the high state of the HV traveling mode, the rotation of the sun gear S0 is stopped by engaging the brake B1, and the transmission unit 58 is put into the overdrive state. Therefore, the rotation of the engine 12 is accelerated and transmitted from the ring gear R0 to the carrier CA1. In the HV driving mode, the electronic control device 100 outputs MG1 torque Tg, which is a reaction torque with respect to the engine torque Te, by the power generation of the first rotary machine MG1, and the second rotary machine by the generated power Wg of the first rotary machine MG1. The MG2 torque Tm is output from the MG2 (see the solid line Left shown in FIG. 3). In the HV traveling mode, for example, in the low state of the HV traveling mode, the second rotating machine MG2 can be rotated in the reverse direction with respect to the traveling in the forward direction, and the traveling in the reverse direction can be performed (see the solid line Ler shown in FIG. 3). In the HV running mode, it is also possible to run by further adding MG2 torque Tm using the electric power from the battery 54. In the HV driving mode, for example, when the vehicle speed V is relatively high and the required drive torque Twdem is relatively low, the high state of the HV driving mode is established.

Returning to FIG. 1, the vehicle 10 further includes an electronic control device 100 as a controller including a control device for the vehicle 10 related to control of the engine 12, the first rotary machine MG1, and the second rotary machine MG2. The electronic control device 100 is configured to include, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 100 includes computers for engine control, rotary machine control, hydraulic control, and the like, if necessary. The electronic control device 100 corresponds to the "control device" in the present invention.

The electronic control device 100 includes various sensors provided in the vehicle 10 (for example, boost pressure sensor 40, throttle valve opening sensor 44, engine rotation speed sensor 88, output rotation speed sensor 90, MG1 rotation speed sensor 92, etc. Outputs corresponding to various signals (for example, boost pressure Pchg, throttle valve opening θth, engine rotation speed Ne, vehicle speed V) based on the values detected by the MG2 rotation speed sensor 94, accelerator opening sensor 96, battery sensor 98, etc. Rotation speed No, MG1 rotation speed Ng [rpm] which is the rotation speed of the first rotation machine MG1, MG2 rotation speed Nm [rpm] which is the rotation speed of the second rotation machine MG2, and the magnitude of the acceleration operation of the driver. The accelerator opening θacc, which is the amount of accelerator operation by the driver, the battery temperature THbat [° C.] of the battery 54, the battery charge / discharge current Ibat [mA], the battery voltage Vbat [V], etc.) are input respectively.

From the electronic control device 100, various command signals (for example, engine control which is a command signal for controlling the engine 12) are transmitted to each device (for example, engine control device 50, inverter 52, hydraulic control circuit 84, etc.) provided in the vehicle 10. Command signal Se, Flood control command signal Smg, which is a command signal for controlling the first rotary machine MG1 and the second rotary machine MG2, and a hydraulic control command which is a command signal for controlling the operating states of the clutch C1 and the brake B1. (Signal Sp, etc.) is output respectively.

The electronic control device 100 functionally includes a target operating point setting unit 102, a smoothing rate setting unit 104, and a drive control unit 106.

The target operating point setting unit 102 is a relationship (for example, a driving force map) between the accelerator opening θacc and the vehicle speed V and the required driving torque Twdem, which are obtained and stored experimentally or designly in advance (that is, predetermined). ), The required drive torque Twdem, which is the drive torque Tw required for the vehicle 10, is calculated by applying the actual accelerator opening θacc and the vehicle speed V. The required driving torque Twdem is, in other words, the required driving force Pwdem at the vehicle speed V at that time. An output rotation speed No or the like may be applied to the driving force map instead of the vehicle speed V.

The target operating point setting unit 102 is based on the required driving force Pwdem, and through a slow change process for obtaining an engine output Pe that slowly changes with respect to the required engine output Pudem that realizes the required driving force Pwdem, the target operating point OPengtgt To set. That is, when setting the target engine operating point OPengtgt for obtaining the required engine output Pedem, the engine operating point OPeng is set so that the engine output Pe slowly changes through the slow change processing. The engine rotation speed Ne and engine torque Te representing the engine operating point OPeng are subject to slow change processing, but the boost pressure Pchg is not as responsive as the engine rotation speed Ne and engine torque Te, so it changes slowly. It is not the target of processing.

The rate of change at which the engine output Pe on which the slow change processing is performed changes from the current state to the required engine output Pedem is delayed as compared with the case where the slow change processing is not performed. That is, the slow change process is a process of slowly changing the engine output Pe as compared with the case where the slow change process is not performed. The rate of change of the engine output Pe when the slow change process is not performed is the acceleration of the driver with respect to the increase of the engine rotation speed Ne when the response of the boost pressure Pchg of the engine 12 is the slowest during vehicle acceleration. It is designed or experimentally set in advance so as to keep up with the feeling (increase in vehicle speed V). When the response of the boost pressure Pchg of the engine 12 is fast when the vehicle is accelerating, a so-called rubber band feel is likely to occur. The rubber band feel is a feeling of strangeness in which the engine rotation speed Ne increases when the vehicle is accelerated, but the feeling of acceleration does not follow. Specifically, in the slow change processing, for example, the driving force Pw of the vehicle 10 is gradually changed from the current state to the required driving force Pwdem, or the engine output Pe of the vehicle 10 is gradually changed from the current state to the required engine output Pudem. It is realized by changing it to. The slow change processing is performed based on the "smoothing rate τ" described later.

The MG1 torque Tg is calculated, for example, in the feedback control for operating the first rotary machine MG1 so that the engine rotation speed Ne becomes the target engine rotation speed Netgt. The MG2 torque Tm is calculated so that the required drive torque Twdem can be obtained by combining, for example, the drive torque Tw of the engine direct torque Td and the MG2 torque Tm. Since the ratio of MG2 torque Tm to the drive torque Tw is separately set by the torque assist rate Rasst described later, the target engine torque Tetgt (and MG2 torque Tm in that case) is set so as to have this torque assist rate Rasst. It is decided. The optimum engine operating point OPengf is predetermined as the engine operating point OPengf that maximizes the total fuel consumption of the vehicle 10 in consideration of the fuel consumption of the engine 12 alone and the charge / discharge efficiency of the battery 54, for example, when the required engine output Pedem is realized. Has been done. The target engine rotation speed Netgt is the target value of the engine rotation speed Ne, the target engine torque Tetgt is the target value of the engine torque Te, and the engine output Pe is the power output from the engine 12. In this way, the vehicle 10 controls the MG1 torque Tg, which is the reaction torque of the first rotary machine MG1 input to the sun gear S1 of the differential unit 60 so that the engine rotation speed Ne becomes the target engine rotation speed Netgt. It is a vehicle. By controlling the engine 12 and the differential unit 60 which is a continuously variable transmission, the engine operating point OPeng is set as the target engine operating point OPengtgt.

By slowly changing the engine output Pe, the vehicle speed V is increased as the engine rotation speed Ne increases during vehicle acceleration, so that the rubber band feel is suppressed and the driving feeling is improved.

By the way, in the engine 12 having the supercharger 18, when the change amount ΔPchg [Pa] of the supercharging pressure is large during vehicle acceleration, that is, the response of the supercharging pressure Pchg (the time until the supercharging action including the so-called turbo lag works). If the reaction is fast, a rubber band feel is likely to occur. On the other hand, when the change amount ΔPchg of the boost pressure is small during vehicle acceleration, that is, when the response of the boost pressure Pchg is slow, the rubber band feel is unlikely to occur, but the response delay of the boost pressure Pchg and the slow change process are in phase. On the other hand, there is a risk that the driving feeling will worsen due to the feeling of sluggishness. The amount of change in the boost pressure ΔPchg is the amount of change in the boost pressure Pchg per predetermined time Δt based on the increase in the accelerator opening θacc during vehicle acceleration, and means the rate of change in the boost pressure Pchg. The predetermined time Δt is, for example, a time interval in which the flowchart of FIG. 10 described later is repeatedly executed.

The smoothing rate setting unit 104 sets the smoothing rate τ used for the slow change processing. The smoothing rate τ is the speed at which the current engine operating point OPeng (hereinafter referred to as “current engine operating point OPeng_c”) in the slow change processing is changed toward the target engine operating point OPengtgt. It represents the degree of delay compared to the rate of change when it is not used. The smoothing rate τ is, for example, a “slow change” in the rate of increase, which is the amount of increase in the engine speed Ne or the engine output Pe per unit time during the period of changing from the current engine operating point OPeng_c to the target engine operating point OPengtgt. It may be defined by the rate of increase ratio, which is the ratio of the "rate of increase when the treatment is performed" to the "rate of increase when the slow change process is not performed". That is, in the rate processing that changes the engine speed Ne or the engine output Pe at a predetermined increase rate when the slow change processing is performed, the "slow change processing is performed" with respect to the "increase rate when the slow change processing is not performed". It is the reciprocal of the ratio of "the predetermined rate of increase in the case of being sick." Preferably, the smoothing rate τ is a value of about “1.1” to “2.5”. Further, the smoothing rate τ is based on, for example, the “change time when the slow change process is not performed” in the change time in which the current engine operating point OPeng_c is changed from the current engine operating point OPeng_c toward the target engine operating point OPengtgt by a predetermined engine speed Ne. It may be defined by the change time ratio, which is the ratio of "change time when slow change processing is performed". The average value of the smoothing rate τ used for the slow change processing in FIG. 11, which will be described later, is the “change time T ₁ when the slow change processing is performed” with respect to the “change time T ₀ when the slow change processing is not performed”. It is a change time ratio (= T ₁ / T ₀ ) which is a ratio. In any case, the larger the smoothing rate τ is, the slower the changing speed of the engine operating point OPeng, and the smaller the smoothing rate τ is, the faster the changing speed of the engine operating point OPeng is. In this embodiment, the smoothing rate τ is a value larger than 1.

FIG. 7 is a diagram for explaining the relationship between the amount of change ΔNe [rpm] of the engine rotation speed and the smoothing rate τ. The amount of change ΔNe of the engine rotation speed is the amount of change of the engine rotation speed Ne based on the increase of the accelerator opening θacc during vehicle acceleration per predetermined time Δt, and means the change speed of the engine rotation speed Ne. When the change amount ΔPchg of the boost pressure is small, the smoothing rate τ is set to a smaller value than when it is large. This is because if the conditions other than the change amount ΔPchg of the boost pressure are the same (for example, if the change amount ΔNe of the engine rotation speed shown in FIG. 7 is the same condition), the change amount ΔPchg of the boost pressure is small. Means that the smoothing rate τ is set to a smaller value than when it is large, and if the conditions other than the change amount ΔPchg of the boost pressure are different, when the change amount ΔPchg of the boost pressure is small, It does not mean that the smoothing rate τ is always set to a smaller value than when it is large. Further, when the amount of change ΔNe of the engine rotation speed is large, the smoothing rate τ is set to a larger value than when it is small. This is because if the conditions other than the change amount ΔNe of the engine rotation speed are the same (for example, if the change amount ΔPchg of the boost pressure shown in FIG. 7 is the same condition), the change amount ΔNe of the engine rotation speed is large. Means that the smoothing rate τ is set to a larger value than when it is small, and if the conditions other than the change amount ΔNe of the engine rotation speed are different, it is small when the change amount ΔNe of the engine rotation speed is large. It does not mean that the smoothing rate τ is always set to a larger value than in the case.

FIG. 8 is a diagram for explaining the relationship between the change amount ΔPwdem [N] of the required driving force and the smoothing rate τ. The change amount ΔPwdem of the required driving force is the amount of change of the required driving force Pwdem per predetermined time Δt based on the increase in the accelerator opening θacc during vehicle acceleration, and means the change speed of the required driving force Pwdem. Similar to FIG. 7 described above, when the change amount ΔPchg of the boost pressure is small, the smoothing rate τ is set to a smaller value than when it is large. Further, when the change amount ΔPwdem of the required driving force is large, the smoothing rate τ is set to a larger value than when it is small. This is because if the conditions other than the change amount ΔPwdem of the required driving force are the same (for example, if the change amount ΔPchg of the boost pressure shown in FIG. 8 is the same condition), the change amount ΔPwdem of the required driving force is large. Means that the smoothing rate τ is set to a larger value than when it is small, and if conditions other than the change amount ΔPwdem of the required driving force are different, it is small when the change amount ΔPwdem of the required driving force is large. It does not mean that the smoothing rate τ is always set to a larger value than in the case.

FIG. 9 is a diagram for explaining the relationship between the torque assist rate Rasst [%] and the smoothing rate τ. The torque assist rate Rasst is the contribution of the MG2 torque Tm, which is the output torque of the second rotary machine MG2, to the drive torque Tw. Specifically, the ratio of the MG2 torque Tm to the drive torque Tw (= Td + Tm) {= Tm It is represented by / (Td + Tm)}. Similar to FIG. 7 described above, when the change amount ΔPchg of the boost pressure is small, the smoothing rate τ is set to a smaller value than when it is large. Further, when the torque assist rate Rasst is small, the smoothing rate τ is set to a larger value than when it is large. This is because if the conditions other than the torque assist rate Rasst are the same (for example, if the change amount ΔPchg of the boost pressure shown in FIG. 9 is the same condition), the torque assist rate Rasst is smaller when it is larger than when it is larger. It means that the smoothing rate τ is set to a large value, and if the conditions other than the torque assist rate Rasst are different, when the torque assist rate Rasst is small, the smoothing rate τ is always larger than when it is large. It does not mean that it is set to.

As described with reference to FIGS. 7 to 9, the smoothing rate setting unit 104 variables the boost pressure change amount ΔPchg, the engine rotation speed change amount ΔNe, the required driving force change amount ΔPwdem, and the torque assist rate Rasst. Is set as the smoothing rate τ used for the slow change processing. That is, the smoothing rate setting unit 104 sets the smoothing rate τ according to the change amount ΔPchg of the boost pressure, the change amount ΔNe of the engine rotation speed, the change amount ΔPwdem of the required driving force, and the torque assist rate Rasst.

The drive control unit 106 includes a function as an engine control unit, a function as a rotary machine control unit, and a function as a power transmission switching unit, and by these functions, the engine 12, the first rotary machine MG1, and the second The hybrid drive control for the rotary machine MG2 and the shift control of the transmission provided in the power transmission device 14 are executed. The function as an engine control unit is an engine control means for controlling the operation of the engine 12. The function as the rotary machine control unit is a rotary machine control means for controlling the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. The function as the power transmission switching unit is the power transmission switching control means for controlling the switching of the power transmission state in the transmission unit 58.

When the vehicle 10 is in the HV driving mode, the drive control unit 106 realizes the required driving force Pwdem by at least one power source of the engine 12, the first rotating machine MG1, and the second rotating machine MG2. The engine control command signal Se and the rotary machine control command signal Smg are output. The engine 12 is controlled by the engine control command signal Se so that the engine operating point OPeng becomes the target operating point OPengtgt set by the target operating point setting unit 102. The first rotary machine MG1 and the second rotary machine MG2 have a rotary machine control command signal Smg so that their output torques are MG1 torque Tg and MG2 torque Tm in the HV running mode calculated by the target operating point setting unit 102. Is controlled by. Specifically, the drive control unit 106 controls the engine control device 50 and the inverter 52 so that the engine operating point OPeng becomes the target engine operating point OPengtgt. As for the boost pressure Pchg, the valve opening degree of the WGV 30 is feedback-controlled so that the actual boost pressure Pchg detected by the boost pressure sensor 40 becomes the target boost pressure Pchgtgt that realizes the required engine output Pedem. Will be done.

The drive control unit 106 controls each engagement operation of the clutch C1 and the brake B1 based on the traveling mode to be established. The drive control unit 106 transmits a hydraulic control command signal Sp for engaging and / or releasing the clutch C1 and the brake B1 to the hydraulic control circuit 84 so that power transmission for traveling in the established traveling mode is possible. Output.

FIG. 10 is an example of a flowchart for explaining a main part of the control operation of the electronic control device 100. FIG. 10 is an example when the vehicle 10 is in the HV driving mode. The flowchart of FIG. 10 is executed by repeating the start every predetermined time Δt (for example, several ms).

First, in step S10 corresponding to the function of the target operating point setting unit 102, it is determined whether or not the required driving force Pwdem has changed. Whether or not the required driving force Pwdem has changed is determined by, for example, whether or not the accelerator opening θacc has changed. For example, it is determined that the required driving force Pwdem is changing during the period in which the driver depresses the accelerator pedal and the accelerator opening degree θacc is increasing. On the other hand, for example, the required driving force Pwdem changes during the period (the period after the time t2 shown in FIG. 11) in which the increase in the accelerator opening θacc stops and becomes a constant value after the driver has finished stepping on the accelerator pedal. It is determined that it has not been done. If the determination in step S10 is affirmed, step S20 is executed. If the determination in step S10 is denied, step S30 is executed. If the determination in step S10 is denied, the amount of change ΔPwdem of the required driving force is zero.

In step S20 corresponding to the function of the target operating point setting unit 102, the amount of change ΔPwdem of the required driving force is calculated. For example, the change amount ΔPwdem of the required driving force is the required driving force Pwdem obtained by applying the actual accelerator opening θacc and the vehicle speed V at the time of executing the current flowchart to the driving force map, and the actual accelerator opening at the time of executing the previous flowchart. It is calculated as the difference between the required driving force Pwdem in which θacc and the vehicle speed V are applied to the driving force map. Then step S30 is executed.

In step S30 corresponding to the function of the target operating point setting unit 102, the change amount ΔPchg of the boost pressure, the change amount ΔNe of the engine rotation speed, and the torque assist rate Rasst are calculated. For example, the change amount ΔPchg of the boost pressure is the boost pressure Pchg detected by the boost pressure sensor 40 during the execution of the current flowchart and the boost pressure detected by the boost pressure sensor 40 during the previous execution of the flowchart. It is calculated as the difference between Pchg and Pchg. For example, the engine rotation speed Ne includes an engine rotation speed Ne detected by the engine rotation speed sensor 88 at the time of executing the current flowchart, and an engine rotation speed Ne detected by the engine rotation speed sensor 88 at the time of executing the previous flowchart. It is calculated as the difference between. For example, the torque assist rate Rasst is calculated by the ratio of MG2 torque Tm to drive torque Tw (= Td + Tm) {= Tm / (Td + Tm)}, but is set to a constant value in this embodiment. Then step S40 is executed.

In step S40 corresponding to the function of the smoothing rate setting unit 104, the change amount ΔPwdem of the required driving force calculated in step S20, the change amount ΔPchg of the boost pressure calculated in step S30, and the change amount of the engine rotation speed. The smoothing rate τ is set according to ΔNe and the torque assist rate Rasst. Then step S50 is executed.

In step S50 corresponding to the function of the target operating point setting unit 102, the engine operating point OPeng is set so that the engine output Pe slowly changes through the slow change processing based on the smoothing rate τ set in step S40. .. Then, step S60 is executed.

In step S60 corresponding to the function of the drive control unit 106, engine control of the engine 12, rotary machine control of the first rotary machine MG1 and the second rotary machine MG2, and power transmission switching control of the transmission unit 58 are executed. And it becomes a return.

FIG. 11 is an example of a time chart when the control operation of the electronic control device 100 shown in FIG. 10 is executed.

In FIG. 11, the horizontal axis is time t [ms], and the vertical axis is engine torque Te, engine rotation speed Ne, MG1 torque Tg, MG1 rotation speed Ng, MG2 torque Tm, MG2 rotation speed Nm, and accelerator in order from the top. The opening degree is θacc. In FIG. 11, the time chart when the slow change processing is performed is shown by a solid line, and for comparison, the time chart when the slow change processing is not performed is shown by a broken line.

At time t1, for example, the driver starts the operation of stepping on the accelerator pedal, and the accelerator opening θacc starts to increase. At time t2, the driver's stepping-up operation of the accelerator pedal ends, and the increase in the accelerator opening θacc stops. After the time t2, the accelerator opening θacc at the time t2 is maintained.

At time t1 to time t2, the required driving force Pwdem increases as the accelerator opening degree θacc increases. The change amount ΔPchg of the boost pressure, the change amount ΔNe of the engine rotation speed, the change amount ΔPwdem of the required driving force, and the torque assist rate Rasst (constant value) are sequentially calculated. Slowly using the calculated boost pressure change amount ΔPchg, engine rotation speed change amount ΔNe, required driving force change amount ΔPwdem, and torque assist rate Rasst (constant value) set according to the smoothing rate τ. The engine 12, the first rotary machine MG1, and the second rotary machine MG2 are controlled so as to have a changing engine operating point OPeng.

Since the accelerator opening θacc has not changed at time t2 to time t4, the amount of change ΔPwdem of the required driving force is zero. At time t2 to time t4, the change amount ΔPchg of the boost pressure is sequentially calculated according to the responsiveness of the boost pressure Pchg. The amount of change ΔNe of the engine rotation speed and the torque assist rate Rasst (constant value) are also calculated sequentially. Calculated change amount ΔPchg of boost pressure, change amount ΔNe of engine rotation speed, change amount ΔPwdem (zero) of required driving force, and smoothing rate τ set according to torque assist rate Rasst (constant value). The engine 12, the first rotary machine MG1, and the second rotary machine MG2 are controlled so as to have an engine operating point OPeng that changes slowly by using the engine.

At time t1 to time t4, the engine torque Te and the engine rotation speed Ne gradually increase because the engine operating point OPeng is controlled so that the engine output Pe slowly changes through the slow change processing using the smoothing rate τ. .. At time t4, the required driving force Pwdem corresponding to the accelerator opening θacc after the driver's stepping-up operation of the accelerator pedal is realized. Therefore, after the time t4, the engine rotation speed Ne and the engine torque Te at the time t4 are maintained. The time t1 is the start time of the slow change processing, and the time t4 is the end time of the slow change processing.

At time t1 to time t4, MG1 torque Tg and MG1 rotation speed Ng are calculated so that the engine output Pe becomes the engine operating point OPeng in which the engine output Pe slowly changes through the slow change process using the smoothing rate τ. Since it is controlled so that the MG1 rotation speed is Ng, it gradually increases. After the time t4, the MG1 torque Tg and the MG1 rotation speed Ng at the time t4 are maintained.

At time t1 to time t2, the MG2 torque Tm is the required drive torque Twdem by combining the engine direct torque Td corresponding to the engine operating point OPeng that slowly changes through the slow change processing using the smoothing rate τ and the MG2 torque Tm. Gradually increase so that is obtained slowly. After the time t2, the MG2 torque Tm at the time t2 is maintained. As the MG2 rotation speed Nm, the MG2 rotation speed Nm at the time t1 is maintained after the time t1 to the time t4 and the time t4.

When the slow change process shown by the broken line in FIG. 11 is not performed, the required driving force Pwdem corresponding to the accelerator opening θacc after the driver's stepping-up operation of the accelerator pedal is realized at time t3. Regarding the time when the engine output Pe output from the engine 12 realizes the required driving force Pwdem, the time t3 when the slow change processing is not performed is earlier than the time t4 when the slow change processing is performed. is there.

According to this embodiment, (a) a requirement to calculate the required driving force Pwdem required for the vehicle 10 based on the accelerator opening degree θacc, and to realize the required driving force Pwdem based on the calculated required driving force Pwdem. The target operating point setting unit 102 that sets the target engine operating point OPengtgt through the slow changing process for obtaining the engine output Pe that slowly changes with respect to the engine output Pedem, and (b) the smoothing rate τ used for the slow changing process. Is changed according to the change amount ΔPchg of the boost pressure in the engine 12, and when the change amount ΔPchg of the boost pressure is small, the smoothing rate τ is set to a smaller value than when it is large. And (c) a drive control unit 106 that controls the engine 12 and the continuously variable transmission 60 so that the engine operating point OPeng becomes the target engine operating point OPengtgt. When the amount of change in boost pressure ΔPchg is large when the vehicle is accelerating, that is, when the response of the boost pressure Pchg is fast, a rubber band feel is likely to occur. On the other hand, when the change amount ΔPchg of the boost pressure is small during vehicle acceleration, that is, when the response of the boost pressure Pchg is slow, the rubber band feel is unlikely to occur, but the response delay of the boost pressure Pchg and the slow change process In combination with this, there is a risk that the driving feeling will worsen due to the feeling of sluggishness. When the change amount ΔPchg of the boost pressure is large as in this embodiment, the smoothing rate τ used for the slow change process is set to a relatively large value, so that the rubber band feel is suppressed and the boost is superposed. When the amount of change in pressure ΔPchg is small, the smoothing rate τ used for the slow change processing is set to a relatively small value, so that the feeling of sluggishness is suppressed. As a result, the rubber band feel is suppressed by the slow change treatment, the deterioration of the driving feeling is suppressed, and the feeling of sluggishness when the change amount ΔPchg of the boost pressure is small can be suppressed.

According to this embodiment, the smoothing rate setting unit 104 further changes the smoothing rate τ according to the change amount ΔNe of the engine rotation speed, and when the change amount ΔNe of the engine rotation speed is large, it is small. Set the smoothing rate τ to a larger value. When the amount of change ΔNe of the engine rotation speed is large, the so-called rubber band feel tends to be remarkable, but when the amount of change ΔNe of the engine rotation speed is large, the smoothing rate τ is set to a relatively large value. Therefore, the rubber band feel is suppressed and the driving feeling is improved.

According to this embodiment, the smoothing rate setting unit 104 further changes the smoothing rate τ according to the change amount ΔPwdem of the required driving force, and when the change amount ΔPwdem of the required driving force is large, it is small. Set the smoothing rate τ to a larger value. When the change amount ΔPwdem of the required driving force is large, the vehicle speed V is greatly increased and a rubber band feel is likely to occur, but when the change amount ΔPwdem of the required driving force is large, the smoothing rate τ is Since it is set to a relatively large value, the rubber band feel is suppressed and the driving feeling is improved.

According to this embodiment, (a) the vehicle 10 includes a second rotating machine MG2 connected to the power transmission path PT, and (b) the smoothing rate setting unit 104 further sets the smoothing rate τ to the second. It is changed according to the torque assist rate Rasst of the rotary machine MG2, and when the torque assist rate Rasst is small, the smoothing rate τ is set to a larger value than when it is large. When the torque assist rate Rasst of the second rotary machine MG2 is small, the change in the operating point of the engine 12 is larger than when it is large, and a rubber band feel is likely to occur. When the torque assist rate Rasst is small, the smoothing rate τ is set to a larger value than when it is large, so that the operating point of the engine 12 can be changed more slowly, so that the rubber band feel is suppressed. The driving feeling is improved.

FIG. 12 is a schematic configuration diagram of a vehicle 210 on which the electronic control device 200 according to the second embodiment of the present invention is mounted, and is a functional block diagram showing a main part of a control function for various controls in the vehicle 210. .. The vehicle 210 is a hybrid vehicle including an engine 12, a first rotary machine MG1, a second rotary machine MG2, a power transmission device 214, and a drive wheel 16. Regarding the second embodiment, the same reference numerals are given to the parts that are substantially common in function with the first embodiment, and the description thereof will be omitted as appropriate.

In the engine 12, the engine torque Te is controlled by controlling the engine control device 50 provided in the vehicle 210 by the electronic control device 200 described later.

The first rotating machine MG1 and the second rotating machine MG2 are each connected to the battery 54 provided in the vehicle 210 via the inverter 252 provided in the vehicle 210. In the first rotating machine MG1 and the second rotating machine MG2, the MG1 torque Tg and the MG2 torque Tm are controlled by controlling the inverter 252 by the electronic control device 200 described later, respectively.

The power transmission device 214 includes an electric continuously variable transmission 258 and a mechanical continuously variable transmission 260 and the like, which are arranged in series on a common axis in a case 256 as a non-rotating member attached to a vehicle body. To be equipped. The continuously variable transmission 258 is directly connected to the engine 12 or indirectly via a damper (not shown) or the like. The stepped speed change unit 260 is connected to the output side of the stepless speed change unit 258. The power transmission device 214 includes a differential gear 68 connected to an output shaft 274 which is an output rotating member of the stepped speed change unit 260, a pair of axles 78 connected to the differential gear 68, and the like. In the power transmission device 214, the power output from the engine 12 and the second rotary machine MG2 is transmitted to the stepped transmission unit 260. The power transmitted to the stepped transmission unit 260 is transmitted to the drive wheels 16 via the differential gear 68 and the like. The power transmission device 214 configured in this way is suitably used for FR (front engine / rear drive) type vehicles. The continuously variable transmission unit 258, the stepped transmission unit 260, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is an axis of the crankshaft of the engine 12, an input shaft 272 connected to the crankshaft, and the like. The continuously variable transmission unit 258, the stepped transmission unit 260, the differential gear 68, and the axle 78 of the power transmission device 214 form a power transmission path PT provided between the engine 12 and the drive wheels 16. The second rotary machine MG2 of the present embodiment corresponds to the "rotary machine" in the present invention.

The continuously variable transmission 258 includes a differential mechanism 280 as a power dividing mechanism that mechanically divides the power of the engine 12 into the first rotary machine MG1 and the intermediate transmission member 276 which is an output rotating member of the continuously variable transmission 258. .. The first rotary machine MG1 is a rotary machine to which the power of the engine 12 is transmitted. The second rotary machine MG2 is connected to the intermediate transmission member 276 so as to be able to transmit power. Since the intermediate transmission member 276 is connected to the drive wheels 16 via the stepped speed change unit 260, the second rotary machine MG2 is a rotary machine connected to the drive wheels 16 so as to be able to transmit power. The differential mechanism 280 is a differential mechanism that divides and transmits the power of the engine 12 to the drive wheels 16 and the first rotary machine MG1. The continuously variable transmission 258 is an electric continuously variable transmission in which the differential state of the differential mechanism 280 is controlled by controlling the operating state of the first rotating machine MG1. The first rotary machine MG1 is a rotary machine capable of controlling the engine rotation speed Ne. The continuously variable transmission 258 corresponds to the "continuously variable transmission" in the present invention.

The differential mechanism 280 is a known single pinion type planetary gear device including a sun gear S1, a carrier CA1, and a ring gear R1.

The stepped transmission unit 260 includes a mechanical transmission mechanism as a stepped transmission that constitutes a part of a power transmission path PT between the intermediate transmission member 276 and the drive wheels 16, that is, a differential mechanism 280 and the drive wheels 16. It is an automatic transmission that forms a part of the power transmission path PT between the two. The intermediate transmission member 276 also functions as an input rotating member of the stepped transmission unit 260. The stepped transmission unit 260 engages, for example, a plurality of planetary gear devices of the first planetary gear device 282A and the second planetary gear device 282B with a plurality of clutches C1, clutches C2, brakes B1, brakes B2, and one-way clutches F1. It is a known planetary gear type automatic transmission including a device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified. The first planetary gear device 282A is a known single pinion type planetary gear device including a sun gear S2, a carrier CA2, and a ring gear R2. The second planetary gear device 282B is a known single pinion type planetary gear device including a sun gear S3, a carrier CA3, and a ring gear R3.

The differential mechanism 280, the first planetary gear device 282A, the second planetary gear device 282B, the engaging device CB, the one-way clutch F1, the first rotating machine MG1, and the second rotating machine MG2 are connected as shown in FIG. ing. In the differential mechanism 280, the carrier CA1 functions as an input element, the sun gear S1 functions as a reaction force element, and the ring gear R1 functions as an output element.

The engagement device CB is a hydraulic friction engagement device. The engaging device CB is the respective torque capacity of the engaging device CB by the pressure-adjusted engaging hydraulic pressures output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 284 provided in the vehicle 210. The engagement torque is changed. As a result, the engaging device CB is switched between operating states such as engaging and disengaging.

The stepped transmission unit 260 has a plurality of gear ratios γat (= AT input rotation speed Nati [rpm] / AT output rotation speed Nato [rpm]) different by switching the combination of the operating states of the plurality of engaging devices CB. One of the gear stages of is formed. In this embodiment, the gear stage formed by the stepped transmission unit 260 is referred to as an AT gear stage. The AT input rotation speed Nati is the input rotation speed of the stepped speed change unit 260, which is the same value as the rotation speed of the intermediate transmission member 276 and the same value as the MG2 rotation speed Nm. The AT output rotation speed Nato is the rotation speed of the output shaft 274, which is the output rotation member of the stepped transmission unit 260, and is a composite transmission in which the continuously variable transmission unit 258 and the stepped transmission unit 260 are combined. It is also the output rotation speed of the transmission 262.

FIG. 13 is an engagement operation table for explaining the relationship between the shift operation of the stepped speed change unit 260 shown in FIG. 12 and the combination of the operation states of the engagement device CB used therefor. The stepped transmission unit 260 has, as a plurality of AT gear stages, an AT gear for advancing four stages of AT 1st gear (“1st” shown in FIG. 13) and AT 4th gear (“4th” shown in FIG. 13). Steps are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. The reverse AT gear stage (“Rev” shown in FIG. 13) is formed by, for example, engaging the clutch C1 and engaging the brake B2. That is, as will be described later, when traveling in reverse, for example, an AT 1st gear is formed. In FIG. 13, “◯” indicates an engaged state, “Δ” indicates an engaged state during engine braking or a coast downshift of the stepped transmission unit 260, and “blank” indicates an released state. The coast downshift is, for example, a downshift executed by a decrease in vehicle speed V during deceleration traveling with the accelerator off (accelerator opening θacc is zero or substantially zero), and is executed with the accelerator off decelerated traveling state. It's a downshift.

In the stepped transmission unit 260, the AT gear stages formed according to, for example, the accelerator opening θacc and the vehicle speed V, which are the amount of accelerator operation by the driver, are switched by the electronic control device 200 described later, that is, a plurality of AT gears. Steps are selectively formed. For example, in the shift control of the stepped speed change unit 260, the shift is executed by gripping any one of the engagement device CB, that is, the shift is executed by switching the engagement and disengagement of the engagement device CB. So-called clutch-to-clutch shifting is performed.

The vehicle 210 further includes a one-way clutch F0 (see FIG. 12). The one-way clutch F0 is a locking mechanism capable of fixing the carrier CA1 so as not to rotate. That is, the one-way clutch F0 is a lock mechanism capable of fixing the input shaft 272, which is connected to the crankshaft of the engine 12 and rotates integrally with the carrier CA1, to the case 256. In the one-way clutch F0, one member of the two relative rotatable members is integrally connected to the input shaft 272, and the other member is integrally connected to the case 256. The one-way clutch F0 idles in the forward rotation direction, which is the rotation direction of the engine 12 during operation, and automatically engages with the rotation direction opposite to that in the operation of the engine 12. Therefore, when the one-way clutch F0 idles, the engine 12 is in a state where it can rotate relative to the case 256. On the other hand, when the one-way clutch F0 is engaged, the engine 12 is in a state in which it cannot rotate relative to the case 256. That is, the engine 12 is fixed to the case 256 by engaging the one-way clutch F0. In this way, the one-way clutch F0 allows the carrier CA1 to rotate in the forward rotation direction, which is the rotation direction during operation of the engine 12, and prevents the carrier CA1 from rotating in the negative rotation direction. That is, the one-way clutch F0 is a locking mechanism capable of allowing the engine 12 to rotate in the forward rotation direction and preventing the engine 12 from rotating in the negative rotation direction.

The vehicle 210 includes an electronic control device 200 as a controller including a control device for the vehicle 210 related to control of the engine 12, the first rotary machine MG1, the second rotary machine MG2, and the like. The electronic control device 200 has the same configuration as the electronic control device 100 shown in the first embodiment. Various signals and the like similar to those input to the electronic control device 100 are input to the electronic control device 200. From the electronic control device 200, various command signals similar to those output by the electronic control device 100 are output. Like the electronic control device 100, the electronic control device 200 has functions equivalent to the functions of the target operating point setting unit 102, the smoothing rate setting unit 104, and the drive control unit 106. Therefore, as in the first embodiment described above, when the amount of change ΔPchg of the boost pressure is large, the smoothing rate τ used for the slow change processing is set to a relatively large value, so that the rubber band feel is suppressed. When the change amount ΔPchg of the boost pressure is small, the smoothing rate τ used for the slow change process is set to a relatively small value, so that the feeling of sluggishness is suppressed. By controlling the engine 12 and the differential mechanism 280 which is a continuously variable transmission, the engine operating point OPeng is set as the target engine operating point OPengtgt. The electronic control device 200 corresponds to the "control device" in the present invention.

According to this embodiment, the same effect as that of Example 1 described above can be obtained.

FIG. 14 is a schematic configuration diagram of a vehicle 310 on which the electronic control device 300 according to the third embodiment of the present invention is mounted, and is a functional block diagram showing a main part of a control function for various controls in the vehicle 310. .. The vehicle 310 is a hybrid vehicle including an engine 12, a rotary machine MG, a power transmission device 314, and drive wheels 16. With respect to the third embodiment, the same reference numerals are given to the portions substantially common in the functions with the first embodiment, and the description thereof will be omitted as appropriate.

In the engine 12, the engine torque Te is controlled by controlling the engine control device 50 provided in the vehicle 310 by the electronic control device 300 described later.

The rotary machine MG is a rotary electric machine having a function as an electric motor and a function as a generator, and is a so-called motor generator. The rotary machine MG is connected to the battery 54 provided in the vehicle 310 via the inverter 352 provided in the vehicle 310. In the rotary machine MG, the MG torque Tmg, which is the output torque of the rotary machine MG, is controlled by controlling the inverter 352 by the electronic control device 300 described later. The generated power Wg of the rotary machine MG is charged to the battery 54 or consumed by an auxiliary machine such as an air conditioner. The rotary machine MG uses the electric power from the battery 54 to output the MG torque Tmg.

The power transmission device 314 includes a clutch K0, an automatic transmission 362, and the like. The input rotating member of the automatic transmission 362 is connected to the engine 12 via the clutch K0 and is directly connected to the rotating machine MG. The power transmission device 314 includes a differential gear 68 connected to the output side of the automatic transmission 362, a pair of axles 78 connected to the differential gear 68, and the like. In the power transmission device 314, the power of the engine 12 is sequentially transmitted to the drive wheels 16 via the clutch K0, the automatic transmission 362, the differential gear 68, the pair of axles 78, and the like. The power of the rotary machine MG can be transmitted to the drive wheels 16 via the automatic transmission 362 and the like. The engine 12 and the rotary machine MG are power sources for traveling of the vehicle 310, each of which is connected to the drive wheels 16 so as to be able to transmit power. The clutch K0, the automatic transmission 362, the differential gear 68, and the axle 78 in the power transmission device 314 form a power transmission path PT provided between the engine 12 and the drive wheels 16. The rotary machine MG also has a function as a starter for cranking the engine 12 in a state where the clutch K0 is engaged. The rotary machine MG of this embodiment corresponds to the "rotary machine" in the present invention.

The clutch K0 is a hydraulic friction engaging device that connects or disconnects the power transmission path PT between the engine 12 and the drive wheels 16.

The automatic transmission 362 is a known continuously variable transmission such as, for example, a primary pulley, a secondary pulley, and a belt-type continuously variable transmission including a transmission belt wound between the pulleys. In the automatic transmission 362, the V-groove widths of the primary pulley and the secondary pulley are changed by the hydraulic control circuit 384 controlled by the electronic control device 300 described later, and the hook diameter (effective diameter) of the transmission belt is changed. As a result, the gear ratio γat of the automatic transmission 362 can be changed steplessly. The automatic transmission 362 corresponds to the "continuously variable transmission" in the present invention.

In the vehicle 310, with the clutch K0 released and the operation of the engine 12 stopped, EV traveling using only the rotary machine MG as a power source for traveling is possible using the electric power from the battery 54. Further, in the vehicle 310, the engine 12 is operated with the clutch K0 engaged, and HV traveling using at least the engine 12 as a power source for traveling is possible.

The vehicle 310 has an engine traveling mode in which only the engine 12 is used as a power source and travels in a state where the clutch K0 is engaged, and an HV traveling mode in which the engine 12 and the rotary machine MG are used as power sources. When the required driving force Pwdem required for the vehicle 310 changes in either the engine driving mode or the HV driving mode, the engine output Pe that slowly changes with respect to the required engine output Pudem that realizes the required driving force Pwdem. The target engine operating point OPengtgt is set through the slow change process to obtain.

The vehicle 310 includes an electronic control device 300 as a controller including a control device for the vehicle 310 related to control of the engine 12, the rotary machine MG, and the like. The electronic control device 300 has the same configuration as the electronic control device 100 shown in the first embodiment. Various signals and the like similar to those input to the electronic control device 100 are input to the electronic control device 300. However, instead of the MG1 rotation speed Ng and the MG2 rotation speed Nm, the MG rotation speed Nmg [rpm], which is the rotation speed of the rotary machine MG detected by the MG rotation speed sensor (not shown), is input. From the electronic control device 300, various command signals similar to those output by the electronic control device 100 are output. However, the rotary machine control command signal Smg is a command signal for controlling the rotary machine MG. Like the electronic control device 100, the electronic control device 300 has functions equivalent to the functions of the target operating point setting unit 102, the smoothing rate setting unit 104, and the drive control unit 106. Therefore, as in the first embodiment described above, when the amount of change ΔPchg of the boost pressure is large, the smoothing rate τ used for the slow change processing is set to a relatively large value, so that the rubber band feel is suppressed. When the change amount ΔPchg of the boost pressure is small, the smoothing rate τ used for the slow change process is set to a relatively small value, so that the feeling of sluggishness is suppressed. By controlling the engine 12 and the automatic transmission 362 which is a continuously variable transmission, the engine operating point OPeng is set as the target engine operating point OPengtgt. The electronic control device 300 corresponds to the "control device" in the present invention.

According to this embodiment, the same effect as that of Example 1 described above can be obtained.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

In the flowchart of FIG. 10 in the above-described first embodiment, the smoothing rate is set to four variables: the boost pressure change amount ΔPchg, the engine rotation speed change amount ΔNe, the required driving force change amount ΔPwdem, and the torque assist rate Rasst. τ has been set, but is not limited to this aspect. For example, the smoothing rate τ may be set with at least the amount of change ΔPchg of the boost pressure among these four variables as a variable. If the change amount ΔPchg of the boost pressure is included in the variable, the rubber band feel is suppressed by setting the smoothing rate τ to a larger value when the change amount ΔPchg of the boost pressure is large than when it is small. When the change amount ΔPchg of the boost pressure is small, the smoothing rate τ is set to a smaller value than when it is large, so that the feeling of sluggishness is suppressed.

In the above-mentioned Examples 1 to 3, the torque assist rate Rasst is a constant value when the required driving force Pwdem changes due to an increase in the accelerator opening degree θacc, but the present invention is not limited to this mode. For example, the torque assist rate Rasst may increase when the required driving force Pwdem changes due to an increase in the accelerator opening degree θacc.

In Examples 1 to 3 described above, the slow change processing based on the smoothing rate τ delayed the change speed of the engine operating point OPeng on the path a passing on the maximum efficiency line Leng toward the target engine operating point OPengtgt. However, it may be changed so as to temporarily leave the maximum efficiency line Leng. For example, in the slow change process based on the smoothing rate τ, the engine torque Te rises more rapidly than the path a as shown in the path b shown in FIG. 4 in the first embodiment, while the engine rotation speed Ne increases. The engine operating point OPeng may be changed by a path that gradually rises. In the case of such a configuration, the larger the smoothing rate τ is, the more the engine operating point OPeng is changed by the path farther from the path a, that is, the path in which the engine rotation speed Ne increases more slowly. An engine output Pe with a substantially delayed change rate can be obtained. By slowly changing the engine output Pe in this way, the rubber band feel is suppressed.

In Examples 1 to 3 described above, as the definition of the smoothing rate τ, the rate of increase ratio and the change time of the engine rotation speed Ne or the engine output Pe during the period of changing from the current engine operating point OPeng_c to the target engine operating point OPengtgt. The ratio is illustrated, but it is not limited to this. For example, the smoothing rate τ may be defined as the time constant of the first-order lag function.

In the first embodiment described above, the vehicle 10 may be a vehicle that does not include the transmission unit 58 and the engine 12 is connected to the differential unit 60. Further, the differential unit 60 may be a mechanism whose differential action can be limited by the control of the clutch or brake connected to the rotating element of the second planetary gear mechanism 82. Further, the second planetary gear mechanism 82 may be a double pinion type planetary gear device. Further, the second planetary gear mechanism 82 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. Further, the second planetary gear mechanism 82 is a differential gear device in which a pinion driven to be rotated by an engine 12 and a pair of bevel gears meshing with the pinion are connected to a first rotary machine MG1 and a drive gear 74, respectively. Is also good. Further, in the configuration in which the second planetary gear mechanism 82 is connected to each other by a part of the rotating elements constituting the two or more planetary gear devices, the engine 12 and the first one are connected to the rotating elements of the planetary gear devices, respectively. The mechanism may be such that the rotary machine MG1 and the drive wheels 16 are connected so as to be able to transmit power.

In the second embodiment described above, the one-way clutch F0 has been exemplified as a locking mechanism capable of fixing the carrier CA1 so as not to rotate, but the present invention is not limited to this embodiment. This locking mechanism, for example, selectively connects the input shaft 272 and the case 256, is a meshing clutch, a hydraulic friction engaging device such as a clutch or a brake, a dry engaging device, an electromagnetic friction engaging device, and magnetic powder. It may be an engaging device such as a type clutch. Alternatively, the vehicle 210 does not necessarily have to include the one-way clutch F0.

In the above-mentioned Examples 1 to 3, the supercharger 18 is a known exhaust turbine type supercharger, but the supercharger 18 is not limited to this embodiment. For example, the supercharger 18 may be a mechanical pump type supercharger that is rotationally driven by an engine or an electric motor. Further, as the supercharger, an exhaust turbine type supercharger and a mechanical pump type supercharger may be provided in combination.

In the above-described first to third embodiments, the vehicles 10, 210, and 310 are hybrid vehicles including the first rotating machine MG1 and the second rotating machine MG2, or the rotating machine MG, respectively, but the present invention is not limited to this embodiment. For example, the present invention can be applied to a vehicle that is not provided with a rotating machine and is provided with only an engine 12 (with a supercharger 18), which is an internal combustion engine, as a power source.

It should be noted that the above description is merely an embodiment of the present invention, and the present invention can be carried out in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art without departing from the spirit thereof.

10, 210, 310: Vehicle 12: Engine 16: Drive wheel 18: Supercharger 60: Differential section (continuously variable transmission)
100, 200, 300: Electronic control device (control device)
102: Target operating point setting unit 104: Smoothing rate setting unit 106: Drive control unit 258: Continuously variable transmission (continuously variable transmission)
362: Automatic transmission (continuously variable transmission)
MG: Rotating machine (rotating machine)
MG2: 2nd rotating machine (rotating machine)
OPeng: Engine operating point (engine operating point)
OPengtgt: Target engine operating point (target operating point)
Pchg: Supercharging pressure Pe: Engine output Pedem: Required engine output PT: Power transmission path Pwdem: Required driving force Ratst: Torque assist rate ΔNe: Engine rotation speed change amount ΔPwdem: Required driving force change amount θacc: Accelerator opening (Accelerator operation amount)
τ: smoothing rate

Claims (4)

A control device for a vehicle including an engine having a supercharger and a continuously variable transmission provided in a power transmission path between the engine and drive wheels.
The required driving force required for the vehicle is calculated based on the accelerator operating amount, and based on the calculated required driving force, the engine output gradually changes with respect to the required engine output that realizes the calculated required driving force. The target operating point setting unit that sets the target operating point of the engine through the slow change processing for obtaining
The smoothing rate used for the slow change processing is changed according to the amount of change in the boost pressure in the engine, and when the amount of change in the boost pressure is small, the smoothing rate is reduced to a smaller value than when it is large. The smoothing rate setting unit to be set and
A vehicle control device including a drive control unit that controls the engine and the continuously variable transmission so that the operating point of the engine becomes the target operating point. The smoothing rate setting unit further changes the smoothing rate according to the amount of change in the engine rotation speed, and when the amount of change in the engine rotation speed is large, the smoothing rate is larger than when it is small. The vehicle control device according to claim 1, wherein the value is set. The smoothing rate setting unit further changes the smoothing rate according to the change amount of the required driving force, and when the change amount of the required driving force is large, the smoothing rate is changed as compared with the case where the change amount is small. The vehicle control device according to claim 1 or 2, wherein the value is set to a large value. The vehicle comprises a rotating machine connected to the power transmission path.
The smoothing rate setting unit further changes the smoothing rate according to the torque assist rate of the rotating machine, and when the torque assist rate is small, the smoothing rate is increased to a larger value than when the torque assist rate is large. The vehicle control device according to any one of claims 1 to 3, wherein the vehicle control device is set.

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